Transfer-car.



J. A. GUNN.

TRANSFER CAR.

APPLICATION FILED AUG.3, 1914.

Patented May 11, 1915.

4 SHEETSSHEET I.

THE NORRIS PETERS ca, PHOTO-LITHO WASHINGTON, n. C.

.I. A. GUNN.

TRANSFER CAR.

APPLICATION FILED AUG.3, 1914.

Patented May 11, 1915.

4 SHEETSSHEET 2.

MMOIZ Zvzimesses akfl? THE NORRIS PETERS CO. PHOTO-LITHLL. WASHINGTON, D. c

J. A. GUNN.

TRANSFER CAR.

APPLICATION HLED AUG.3, 19|4. 1 139 41 1 o Patented May 11, 1915.

4 S-HEETSSHEET 3.

501771 66 sea,

M/(QZZ 94W iv g y THE NORRIS PETERS 60.. PHOTO-LITHO.. WASHINGTON, D. C

J. A. GUNN,

TRANSFER CAR.

APPLICATION FILED AUG-3, 1914- 1 19 41 1 D Patented May 11, 1915.

4 SHEETSSHEET 4.

KHZ $55426.

THE NORRIS PETERS LU" FHOTO-LITHC WASHINGTON. D C.

warren srarns Parana: @lihlfifi.

JOHN A. GUNN, OF DES MOINES, IOWA, ASSIGNOR T0 NELL GUNN.

TRANSFER-CAR.

Specification of Letters Patent.

Patented May 11, 1915.

Application filed August 3, 1914. Serial No. 854,875.

To all whom it may concern:

Be it known that 1, JOHN A. GUNN, a citizen of the United States, and resident of Des Moines, in the county of Polk and State of Iowa, have invented a certain new and useful Transfer-Car, of which the following is'a specification.

The object of my invention is to provide a transfer car of simple, durable and inexpensive construction, together with mechanism for operating the same, which car is adapted to be taken into or set out from a moving train automatically and without stopping the train.

Still a further object is to provide such a device, so constructed and arranged that a special car may be taken into or disconnected from the train at practically any point in the train without interfering with the air or electric connections from car to car on the train.

Still a further object is to provide such a device having parts so arranged that the train must be brought down to a certain minimum speed before the parts operate to take in the transfer car.

A further object is to provide a switch device adapted to be automatically operated for carrying the transfer car from or to the switch track.

A further object is to provide simple means for holding the transfer car to the same speed as the train while the transfer is being made.

A further object is to provide means for stopping the transfer car when detached.

It will be understood that the general purpose of such a construction as is herein described is to make it possible to transfer a car from a track to a moving train or from a moving train to a track without stopping the train, so that baggage, mail and passengers may be transferred with a minimum loss of time and with the greatest degree of safety.

My invention consists in certain details in the construction, arrangement and combi nation of the various parts of the device, whereby the foregoing and other objects are attained as set forth in this specification, pointed out in my claims, and illustrated in the accompanying drawings, in which Figure 1 shows a side elevation of a trans fer car embodying my invention. Fig. 2 shows a diagrammatic View illustrating the manner in which the removable transfer car 'tions of the switch mechanism.

is received in the arched car. Fig. 3 shows a detail sectional view taken on the line 3-3 of Fig. 1. Fig. 1 shows a detail sectional view of the governor device. Fig. 5 shows a detail view of one of the trucks of the transfer car. Fig. 6 shows a plan view of a portion of the switch used with my transfer car. Fig. 7 shows a transverse sectional view taken on the line 77 of Fig. 6. Figs. 8 and 9 show detail sectional views of por- Fig. 10 shows detail views of part of the switch operating mechanism. Fig. 11 shows a detail sectional view of part of the transfer car illustrating my improved brake mechanism. Fig. 12 shows a vertical sectional view of the mechanism on the track for engaging the brake device on the transfer car. Figs. 13 and 14 show detail views of part of the brake device.

111 the accompanying drawings 1 have used the reference numeral 10 to indicate the ties of the railroad on which are sup ported the rails.

My device is preferably used with a double track system, the rails of the two main tracks being indicated by the reference numerals 11 and 12.

My device consists of a large car 13, which, for convenience 1 call the arched car, having its central lower portion cut away as shown in Fig. 1. The car just mentioned might be described as two car ends properly supported on trucks and having their upper portions connected by an elongated top.

Proper conduits 1-1 are provided for the air pipes, light wires, etc., so that if the car 13 should be placed at any intermediate point in the train, the air and electric and other connections may be made in the ordinary way and will not be interfered with when the movable transfer car is taken in or set out from the train. My removable transfer car proper, comprising the car 15, which is of such size as to be received in the space in the lower central part of the car 13 as shown in Fig. 1. The ends of the car 15 are curved from side to side as shown in Fig. 2, so that the car 15 is longest at its longitudinal center. The wheel 16 of the trucks of the car 15 have their flanges on the outside instead of on the inside as in the ordinary construction. Mounted on the walls of the car 13 at each end of the central open portion thereof are horizontal bars 17, adapted to slide and provided with handles 18 for manual operation. For preventing the slid ing movement of the bars 17, excepting when the train speed is reduced to a certain predetermined minimum, the following means are provided: Mounted on one of the axles 19 of the trucks of the car 13 at each end of said car is the gear 20. Mounted in the frame of the car 13 near each end thereof, and over the respective axles 19 are vertical shafts 21. The governor device about to be described is the same at each end of the car, and therefore only one of the devices will be described in detail. On the lower end of the shaft 21 is a gear 22 in mesh with the gear 20. Slidably but non-rotatably mounted on the upper end of the shaft21 is the collar 23, operatively connected with which is a ball governor 26. Pivoted on the frame of the car near the collar 23 is a lever 24, one end of which is operatively connected with the collar 23.

Adjacent to the other end of the lever, the bar 17 is provided with a notch 25. One end of the lever 24 is normally held down by the ball governor and the other side of said lever is thereby held in a raised position above the bar 17. When, however, the shaft 21 is rotated from the axle when the train is moving and a certain speed is reached, then the action of the ball governor is such as to raise the end of the lever 24 which is attached to the collar 23, and to lower the opposite end of said lever into the notch 25 in the bar 17.

It therefore appears that when the train is traveling at greater than a predetermined speed, the bar 17 cannot be moved to pick up the transfer car which may be standing on the side track.

In order to prevent the bar on the moving train from bumping the movable transfer car or otherwise imparting to it a greater speed than that of the train, I prefer to provide the transfer car at its ends with the pivoted catch devices 27. The catch devices 27 are provided with beveled ends so arranged that when the bar 17 strikes the movable transfer car, the catch devices are raised by said bar until the hook members 28 on the ends of said catch devices clear the bar and drop behind it. The catch members hold the transfer car and the arched car together until they are released. The catch members 27 may be released in any suitable way.

At the points where the transfer cars are to be set out or taken into the train, I provide a switch track, the rails of which are indicated in Fig. 6 by the reference numerals 29 and 30. I have shown in Fig. 6 one end of the switch track. At each end of the switch track is an automatic switch device, comprising a solid plate 31, in which are rotatably mounted disks 32 and 33. Extending upwardly from the disks 32 and 33 7 are pins 34, which are slidably mounted 111' ends of the rail members 29 and 30 at 38.

The rail members 36 and 37 are preferably connected by cross member 39, which is pivoted to said rail members. The disks 32 and 33 are mounted upon upright shafts 40, which extend downwardly, and on the lower ends of the shafts 40 are mounted gears 41. Slidably mounted on the lower surface of the bar 31 is the rack bar 42. The outer'ends of the rack bar 42 are near the inner rails 11 and 12 ofthe two main tracks, and carry upwardly extending members 43, on which are mounted rollers 44. On the rack bar 42 are teeth 43*, which mesh with gears 41. Rollers 44 are provided to engage the rack bar 42, and are adapted to serve as guides and also to reduce the friction of the movement of said rack bar.

The locomotive or cars which are designed and 37 on their pivotable points 38. A rail 47 leads from a point adjacent to the outer rail 12 to a point adjacent to the inner rail 12 as shown in Fig. 6. Sufiicient space is permitted between the rail 47 and the rails 12 to allow the passage of the flanges on ordinary car wheels. A rail 48 leads from the inner rail 12 near one end of the rail 47 to a point adjacent to the movable end of the rail 37. A portion of the inner rail 12 at 49 is cut away to permit the passage of the flange on the outer side of wheel 16. The outer rail 12 is similarly cut away at 50. A rail 5O similar to the rail 47 extends from a point adjacent to the rail 11 to the point adjacent to the inner rail 11, as shown in Fig. 6. A rail 51 extends from a point adjacent on the inner rail 11, near the rail 50 to a point adjacent to the rail 36. The rails 11 are cut away at 49 and 50 to permit the passage of the flanges on wheels. A rail 52 leads from a point on the inner rail 12 to a point adjacent to the movable endof the rail 36, and a rail 53 leads from a point on the inner rail 11 to a point adjacent to the movable end of the rail member 37 The rails 52 and 53 are cut away at 54 and 55 to allow the passage of the flanges on the wheels 16.

As will be seen from the showing in Fig. 6, the rails 47, 48 and 52 form a track whereby a car may be changed from the switch track to the main track having the rails 12,

or from said main track to the switch track. Similarly it may be seen that the rails 50, 51 and 53 form a track for taking a car from the switch track to the main track having the rails 11, or vice versa.

Rail members 36 and 37 are so located and arranged that with reference to the rails 48, 52, 53 and 51, that in one position of their movement said rail members 36 and 37 form a continuous track with the rail members 48 and 52 and the rail members 29 and 30, while in another position of their movement they form a continuous track with the switch track and the rail members 51 and 53.

For holding the movable rail members 36 and 37 at the extreme limits of their movement, the following device has been provided: Mounted upon the short shafts 40 are fiat bars or disks 56. Mounted on each side of each disk 56 is a flat spring 57. The members described are so arranged that when the rail members 36 and 37 are at one position of their movement, the flat sides of the disk 56 are engaged by the springs 57. WVhen the movable rail members are moved to the opposite limit of their movement, onehalf of a revolution is imparted to the shafts 40 so that the disks 56 are simply turned over. The springs 57 also tend to move the disks 56 for carrying the movable rail members to the full limit of their movement.

It will readily be seen that it is desirable to stop the transfer car quickly and yet without sudden jars or shocks when it has been set out from the train on to the switch track. For accomplishing this purpose the following mechanism has been provided: Mounted on the trucks 58 of the transfer car are pivoted supports 59, which carry brake shoes 60. The pivoted supports 59 at each side of each truck are provided with arms 61, extending forwardly and rearwardly respectively. Pivoted at a point between its ends to the rearward arm 61 is a lever 62. Pivoted to the lower end of the lever 62 is a forwardly extending link 63. Pivoted at a point between its ends to the forward arm 61 is a lever 64, the lower end of which is pivoted to the link 63. The upper end of lever 64 is pivoted to the arm 65 fixed on the truck frame. Pivoted to the upper end of the lever 62 is a rod 66, designed to be operatively connected with any suitable means for manually controlling the brakes 60.

Pivoted to the upper end of the lever 62 is a rearwardly and downwardly extending rod 67, having at its lower rear end a horizontal loop 68. Pivoted to the rod 67 is an upwardly extending rod 69, which is connected with a chain 70, traveling from a pulley 71, which chain may be used for manually lowering or raising the rod 67.

For engaging the rod 67 and thereby automatically throwing on the brakes, the following means has been provided. Mounted below the level of the rails of the switch track between said rails is a casing 72, in which is fixed a shaft 73, on which is a drum 74. Secured to the shaft and the interior of drum 74 is a coil spring 75. Secured to the free end of the spring 75 is a flexible device 76, part of which is wound on the drum 74. The free end of the flexible device 76 is extended through a suitable opening in the casing 72 and along the switch track. Mounted on the switch track is a suitable guide device 77 in which travels the catch member 7 8, having the upwardly extending hook device 79 formed thereon and adapted to be extended through the opening in the loop 68, as shown in Fig. 11.

In the practical operation of my improved transfer car, assuming that the proper switch tracks have been installed and the proper arched cars and their equipment installed as part of the trains, the transfer cars are ready for operation. Before the time for the arrival of the train carrying the transfer car, the transfer car on the switch track is loaded with passengers, mail and baggage. This can be done while no other trains are passing, and therefore without danger to the passengers. The transfer car, having been properly loaded, is ready to be taken up by the passing train. The approaching train slows down, and the passengers and mail to be discharged at the station having been placed in the transfer car in the train. When the train reaches the switch track, the transfer car on the train is shunted off 011 to the switch track. Before the car is shunted off, the rod 67 is lowered and as it passes the member 78, the loop 68 engages the hook member 79. The brakes 60 are immediately drawn into engagement with the wheels 16 and the transfer car which has been discharged from the train is quickly slowed down.

It will be seen that my improved brake device not only puts the brakes on the wheels, but also imposes a direct pull on the transfer car against the strength of the spring 75. It will be understood, in this connection, that after the transfer car has stopped, the rod 67 may be raised by means of the chain 70, so that the transfer car may be taken on to another train. The transfer car originally standing on the switch track is engaged by the bar 17 on the arched car of the moving train and moved along until it is pushed on to the main track within the central arch of the car 13. It will readily be seen that the catch devices 27 may be manually released at any time from within the transfer car and that the lever 24 may be manually operated, but that it will automatically prevent taking up of a transfer car unless the train has slowed down to the proper speed. The only efiect of passing the transfer car on the switch track at too great a speed would be that the train would have to stop and back up to pick up the transfer car.

The operation of the switch directing a process of taking up and settingout a transfer car is as follows: If the switch is properly set, as the train approaches to take out the transfer car from the train, it will not be affected, but if it is not properly set, the bar 46 on the train will engage the roller 44 and shove the ram: bar 42 longitudinally, thereby moving the movable rail members 36 and 37 to their proper position. In the same way at the delivery end of the switch track, if the track is properly set to deliver the transfer car from the switch track to the main track, the device on the locomotive or train will not engage the roller 44, but if the switch is not properly set, the bar 46 will engage the roller 44, and move the track members 36 and 37 to the proper position for transferring the car. Should the roller 44 or other parts become wornso that 'the bar 46 should not move the movable track members to the extreme limit of their movement, the springs 57 will complete the operation of turning the switch.

It will be seen from the construction of the switch track that it is impossible for the train to pass the switch without setting out the transfer car in the train from the main line to the switch. It is also impossible to switch any car except the one having the flanges of its wheels on the outside thereof from the main track to the switch, and therefore, the occupants of the transfer car are safe from the danger of being run into by trains or ordinary cars.

It is well-known that in the operation of the passenger department of railroads, the managers are between two fires. On the one side is the necessity for running trains at as high a rate of speed as possible between distant points and on the other side the demand of local communities for better service. The way the problem is usually worked out is by running certain through or limited trains, stopping at only a few stations and other local trains stopping at all stations. It frequently occurs that the management is required to run more trains than are necessary in order to satisfy the patrons who travel long distances and those who travel short distances, and at the same time neither class of patrons are'fully satisfied. WVhere my improved transfer car system is employed, it will be possible to eliminate part of the local trains, thereby substantially reducing the cost of operation of the railroad. Ordinarily it is not the slowing down which causes the great loss of time at the station, but the actual stop. In my device the actual stop is entirely eliminated at many stations, and therefore practically all trains could travel on the time of the present limited or through service.

It will be understood that numerous changes might be made in the details'of the ably supported ends connected by an elon gated top, under which the transfer car may be received.

I claim as my invention:

1. In a device of the class described, an arched car having a space in its lower central portion adapted to receive a transfer car, a transfer car adapted to travel in said 'space in the arched car on the track on which the arched car travels.

2. In a device of the class described, a transfer car, an arched car having a space in its lower portion adapted to receive said transfer car, said transfer car having wheels provided with flanges at their outer peripheries, whereby said transfer car may travel on the track on which the; arched car travels, and means for moving the transfer car laterally from or into said space, to or from a switch track, while the arched car is in motion. a

'3. In a device of the class described, the combination of means for connecting the cars of an ordinary train, without interfering with the ordinary coupling connections of the cars of said train, and adapted to per mit the reception of a transfer car into the train, with a transfer car having wheels with flanges at their outer peripheries, the main track and a switch track arranged substane 1 tially on a level with said main track, said transfer car and switch being so constructed as to coact for automatically moving said transfer car laterally from the train, when the train passes the switch track or into the train from the switch track as the case may be.

4. In a device of the class described, a transfer car, an arched car having a space in its lower central portion adapted to receive said transfer car, said arched car being provided with means for engaging said transfer car when the latter is on the side track, and an automatic device for holding the said last named means in inoperative position when said arched car is moving above a certain predetermined speed.

5. In a device of the class described, a transfer car, an arched car having a space in its lower central portion to receive said transfer car, a movable means on said arched car for engaging said transfer car when the latter ison the side track and for locking the transfer car and the arched car together, and causing them to travel at the same speed on both tracks.

6. In a device of the class described the combination of a transfer car having wheels with flanges at their outer peripheries with a main track and a switch track, said switch track being adapted to coact with said flanges for moving said transfer car laterally from or to the main track when said car is carried forward longitudinally.

7. In a device of the class described the combination of a transfer car having wheels with flanges at their outer peripheries with a main track and a switch track, said switch track being adapted to coact with said flanges for moving said transfer car laterally from or to the main track when said car is carried forward longitudinally, and means for maintaining the ordinary couplings and connections of the cars of a train when the said transfer car is moved into or from said train.

8. In a device of the class described, the combination of an arched car having a space in its lower central portion to receive a transfer car, said arched car having wheels with flanges at the inner portions of their peripheries, a transfer car having wheels with flanges at their outer peripheries, a main rail road track, a switch track adjacent thereto having one rail leading from said main track and adapted to engage the flanges on the transfer car wheels for moving said transfer car to or from the main track from or to the switch track, said main track being arranged to engage the flanges on the arched car wheels to prevent the moving of that car to the switch track.

9. In a device of the class described, a transfer car having wheels provided with flanges at their outer peripheries in combination with a car adapted to receive said transfer car and having wheels provided with flanges at their inner peripheries, a switch for said transfer car, and means adapted to be mounted on a third car for automatically working said switch for moving it to position for receiving or discharging the transfer car.

10. In a device of the class described, a transfer car and means for setting said transfer car out from an intermediate point in a train while the train is in motion and without interfering with the connections of the other cars in the train and means for automatically engaging and stopping said transfer car when it is thus set out.

11. In a device of the class described, a transfer car having wheels with flanges at their outer peripheries, a main railroad track, a switch track adjacent thereto having one rail leading from said main track and adapted to engage the flanges on the transfer car wheels for moving said transfer car to or from the main track from or to the switch track, said main track being arranged to engage the flanges on ordinary cars to prevent the movement of such ordinary cars to the switch track.

12. In a device of the class described the transfer car, means for automatically setting said transfer car out from an intermediate point in a train while the train is in motion, without interfe ing with the couplings and the connections of the other cars in the train, and means for stopping said transfer car when it is thus set out.

13. In a device of the class described, a main and a switch track, a transfer car adapted to travel on said tracks, said switch track and transfer car being so constructed as to automatically move said transfer car laterally from the main track to the switch track when the train passes the switch track, and means for stopping said transfer car when it is thus set out on the switch track.

14. In a device of the class described, the combination of a main track and a switch track with a transfer car adapted to travel on both tracks, said tracks and car being so constructed that when the train of cars including said transfer car passes said switch track, the transfer car is automatically moved laterally from the main track to the switch track.

15. In a device of the class described, a combination of a main track and switch track, a car adapted to travel on said main track and receive a transfer car, said switch track and said transfer car being so constructed that when a train passes the switch track, said switch track and transfer car coact for automatically moving the transfer car from the main track to the switch track.

16. In a device of the class described, a combination of a main track and switch track, a car adapted to travel on said main track and receive a transfer car, a transfer car constructed to travel on either track, said tracks and said transfer car being so constructed that when a train passes the switch tracl the transfer car will be automatically moved from the main track to the switch track, said tracks being so constructed as to prevent the movement of said first car from the main track to the switch track.

Des Moines, Iowa, July 28, 1914.

JOHN A. GUNN.

Witnesses M. WALLAon, A. SHERMAN.

(topics of this patent may be obtained for five cents each, by addressing the Commissioner of latents. Washington, D. G. 

